Structure for improving average grounding pressure of tire

Abstract

The utility model discloses a structure for improving the average grounding pressure of a tire, which relates to the technical field of rubber machinery and comprises a first tread arc, a second tread arc, a tire shoulder reverse arc, a running surface, a centripetal vertical line, a tread center rubber thickness, a tire shoulder rubber thickness, a broken width outer arc, a broken width inner arc and a tire side rubber thickness, the design balance of the broken width inner arc and the broken width outer arc of the tire is optimized by adjusting the design ratio of the included angle between the tire shoulder reverse arc and the centripetal vertical line; by increasing the design ratio of the tire tread center rubber thickness to the tire shoulder rubber thickness, the tire shoulder grounding pressure is increased, the overall grounding pressure distribution is optimized, eccentric wear is improved, and the service life of the tire is prolonged.

Description

Technical Field

[0001] The utility model relates to the technical field of rubber machinery, and specifically relates to a structure for improving the average ground contact pressure of a tire. Background Art

[0002] As the only component of a vehicle in contact with the ground, the performance of a tire directly affects the safety, comfort and fuel economy of the vehicle. The average ground contact pressure is one of the important indicators for measuring the performance of a tire, which reflects the uniformity of the pressure distribution in the ground contact area of the tire during driving. Traditional tires often have problems of uneven ground contact pressure distribution under complex road conditions, resulting in uneven tire wear, insufficient grip, and even affecting the handling and safety of the vehicle.

[0003] Based on this, a structure for improving the average ground contact pressure of a tire is provided now, which can eliminate the disadvantages of existing tires. Summary of the Utility Model

[0004] The purpose of the utility model is to provide a structure for improving the average ground contact pressure of a tire, so as to solve the problem that traditional tires often have uneven ground contact pressure distribution under complex road conditions in the background art, resulting in uneven tire wear, insufficient grip, and even affecting the handling and safety of the vehicle.

[0005] To achieve the above purpose, the utility model provides the following technical solutions:

[0006] A structure for improving the average ground contact pressure of a tire includes a tread, a shoulder, a sidewall, and a broken-width outer arc and a broken-width inner arc provided at the broken-width part of the tire. The tread is connected with adjacent first tread arcs and second tread arcs. A shoulder reverse arc is provided at the shoulder position, and the shoulder reverse arc is connected with the tread.

[0007] It is characterized in that it further includes a centripetal vertical line that penetrates through the center of the tire from the tread.

[0008] The rubber thickness at the center of the tread, which is perpendicular to the center line of the tire tread and extends inward to the inside of the tire.

[0009] The rubber thickness at the shoulder, which extends from the transition area between the tread of the tire and the side of the tire to the inside of the tire.

[0010] The rubber thickness of the sidewall, which starts from the junction of the tread and the sidewall of the tire and extends along the side of the tire to the edge of the tire rim.

[0011] On the basis of the above technical solutions, the utility model also provides the following optional technical solutions: ]>

[0012] In an alternative embodiment: The designed ratio of the angle between the shoulder reverse arc and the centripetal vertical line is controlled between 2° and 10°.

[0013] In an alternative embodiment: The ratio between the first tread arc and the second tread arc is set between 0.5 and 0.8.

[0014] In an alternative embodiment: The ratio between the inner arc of the break width and the outer arc of the break width is set between 0.80 and 0.95.

[0015] In an alternative embodiment: The ratio between the sidewall rubber thickness and the shoulder rubber thickness is set between 0.1 and 0.3.

[0016] In an alternative embodiment: The ratio between the center tread rubber thickness and the shoulder rubber thickness is set between 1.2 and 1.5.

[0017] In an alternative embodiment: The tangency ratio of the first tread arc, the second tread arc, and the shoulder reverse arc is between 1:0.6 - 0.8:0.5 - 0.8.

[0018] In an alternative embodiment: The surface of the tread area adopts a tread pattern design.

[0019] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0020] 1. By adjusting the designed ratio of the angle between the shoulder reverse arc and the centripetal vertical line, the present utility model optimizes the design balance between the inner arc of the tire break width and the outer arc of the tire break width.

[0021] 2. By increasing the designed ratio of the center tread rubber thickness to the shoulder rubber thickness of the tire, the present utility model improves the grounding pressure at the shoulder, optimizes the overall grounding pressure distribution, reduces uneven wear, and extends the service life of the tire. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a schematic structural view of the present utility model.

[0023] Annotation of reference numerals in the drawings: 11, the first tread arc; 12, the second tread arc; 13, the shoulder reverse arc; 14, the tread area; 15, the centripetal vertical line; 16, the center tread rubber thickness; 17, the shoulder rubber thickness; 18, the outer arc of the break width; 19, the inner arc of the break width; 20, the sidewall rubber thickness. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0024] In order to make the objectives, technical solutions and advantages of the present utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments.

[0025] In one embodiment, as Figure 1As shown, a structure for improving the average ground contact pressure of a tire includes a tread surface 14, shoulders, sidewalls, and a broken-width outer arc 18 and a broken-width inner arc 19 provided at the broken-width part of the tire. The tread surface 14 is connected to adjacent first tread arcs 11 and second tread arcs 12. A shoulder reverse arc 13 is provided at the shoulder position, and the shoulder reverse arc 13 is connected to the tread surface 14;

[0026] Characterized in that it further includes a centripetal vertical line 15, and the centripetal vertical line 15 penetrates through the center of the tire from the tread surface 14;

[0027] The rubber thickness 16 at the center of the tread, and the rubber thickness 16 at the center of the tread extends vertically inward from the center line of the tread surface 14 of the tire to the inside of the tire;

[0028] The rubber thickness 17 at the shoulder, and the rubber thickness 17 at the shoulder extends from the transition area between the tread surface 14 and the side of the tire to the inside of the tire;

[0029] The sidewall rubber thickness 20, and the sidewall rubber thickness 20 starts from the junction of the tread surface 14 and the sidewall of the tire and extends along the side of the tire to the rim edge of the tire.

[0030] In this embodiment, by precisely designing the parameters of these structural elements, the ground contact pressure at the shoulder part is improved, and the pressure distribution across the entire tread surface after the tire contacts the ground is ensured to be uniform.

[0031] In one embodiment, as Figure 1 shown, the designed ratio of the angle between the shoulder reverse arc 13 and the centripetal vertical line 15 is controlled between 2° and 10°.

[0032] The designed ratio of the angle between the shoulder reverse arc 13 and the centripetal vertical line 15 is strictly controlled between 2° and 10° to optimize the pressure distribution at the shoulder during ground contact and enhance the lateral stability and grip of the tire.

[0033] In one embodiment, as Figure 1 shown, the ratio between the first tread arc 11 and the second tread arc 12 is set between 0.5 and 0.8.

[0034] The ratio between the first tread arc 11 and the second tread arc 12 is set between 0.5 and 0.8 to promote the uniform distribution of tread pressure and improve the rolling efficiency and wear resistance of the tire.

[0035] In one embodiment, as Figure 1 shown, the ratio between the broken-width inner arc 19 and the broken-width outer arc 18 is set between 0.80 and 0.95.

[0036] The ratio of the inner arc of the broken width 19 to the outer arc of the broken width 18 is set between 0.80 and 0.95, aiming to optimize the overall structural strength and grounding performance of the tire, and ensure the stability and durability of the tire under different working conditions.

[0037] In one embodiment, as Figure 1 shown, the ratio between the sidewall rubber thickness 20 and the shoulder rubber thickness 17 is set between 0.1 and 0.3.

[0038] The ratio of the sidewall rubber thickness 20 to the shoulder rubber thickness 17 is controlled between 0.1 and 0.3 to balance the rigidity and flexibility of the tire, and improve the handling and comfort of the tire.

[0039] In one embodiment, as Figure 1 shown, the ratio between the center tread rubber thickness 16 and the shoulder rubber thickness 17 is set between 1.2 and 1.5.

[0040] The ratio of the center tread rubber thickness 16 to the shoulder rubber thickness 17 is precisely set between 1.2 and 1.5 to enhance the wear resistance and grip of the shoulder, while maintaining sufficient support force at the center of the tire.

[0041] In one embodiment, as Figure 1 shown, the tangency ratio of the first tread arc 11, the second tread arc 12, and the shoulder reverse arc 13 is between 1:0.6 - 0.8:0.5 - 0.8.

[0042] The tangency ratio between the first tread arc 11, the second tread arc 12, and the shoulder reverse arc 13 is set between 1:0.6 0.8:0.5 0.8 to further optimize the grounding performance and pressure distribution of the tire.

[0043] In one embodiment, as Figure 1 shown, the surface of the running surface 14 adopts a tread design.

[0044] The surface of the running surface 14 adopts a tread design to improve the grip, drainage performance, and wear resistance of the tire. The depth, width, angle, and arrangement of the tread are optimized according to the usage requirements.

[0045] The above embodiments disclose a structure for improving the average grounding pressure of a tire. Among them, by optimizing the angle between the shoulder reverse arc 13 and the centripetal vertical line 15 and the design of the shoulder rubber thickness 17, the pressure distribution at the shoulder during grounding is enhanced, and the lateral stability and grip of the tire are improved.

[0046] By reasonably setting the ratio of the first tread arc 11 to the second tread arc 12 and the ratio of the tread center rubber thickness 16 to the shoulder rubber thickness 17, the uniform distribution of pressure across the entire tread surface after the tire contacts the ground is ensured, improving the rolling efficiency and wear resistance of the tire.

[0047] By optimizing the ratio of the inner cut width arc 19 to the outer cut width arc 18 and the design of the sidewall rubber thickness 20, the overall structural strength and ground contact performance of the tire are enhanced, improving the stability and durability of the tire under different working conditions.

[0048] The tread pattern design on the surface of the tread 14 further improves the grip, drainage performance, and wear resistance of the tire, ensuring excellent performance of the tire under various road surface conditions.

[0049] As described above, this is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A structure for improving the average ground contact pressure of a tire, comprising a tread surface (14), shoulders, sidewalls, and a broken-width outer arc (18) and a broken-width inner arc (19) provided at the broken-width part of the tire. The tread surface (14) is connected to adjacent first tread arcs (11) and second tread arcs (12). A shoulder reverse arc (13) is provided at the shoulder position, and the shoulder reverse arc (13) is connected to the tread surface (14). Characterized in that, It further includes a centripetal vertical line (15) which penetrates the center of the tire from the tread surface (14). The rubber thickness at the tread center (16) which extends vertically inward from the center line of the tire tread surface (14) to the interior of the tire. The rubber thickness at the shoulder part (17) which extends from the transition area between the tire tread surface (14) and the tire sidewall to the interior of the tire. The sidewall rubber thickness (20) which starts from the junction of the tire tread surface (14) and the sidewall and extends along the sidewall of the tire to the rim edge of the tire. The design ratio of the angle between the shoulder reverse arc (13) and the centripetal vertical line (15) is controlled between 2° and 10°.

2. The structure for increasing the average ground contact pressure of a tire according to claim 1, wherein, The ratio between the first tread arc (11) and the second tread arc (12) is set between 0.5 and 0.

8.

3. The structure for increasing the average ground contact pressure of a tire according to claim 1, characterized in that, The ratio between the broken-width inner arc (19) and the broken-width outer arc (18) is set between 0.80 and 0.

95.

4. The structure for improving the average ground contact pressure of a tire according to claim 1, wherein, The ratio between the sidewall rubber thickness (20) and the shoulder part rubber thickness (17) is set between 0.1 and 0.

3.

5. The structure for improving the average ground contact pressure of a tire according to claim 1, wherein, The ratio between the rubber thickness at the tread center (16) and the shoulder part rubber thickness (17) is set between 1.2 and 1.

5.

6. The structure for increasing the average ground contact pressure of a tire according to claim 1, characterized in that, The tangency ratio of the first tread arc (11), the second tread arc (12), and the shoulder reverse arc (13) is between 1:0.6~0.8:0.5~0.

8.

7. The structure for improving the average ground contact pressure of a tire according to claim 1, characterized in that, The surface of the tread surface (14) adopts a tread pattern design.

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